Automatic engine starting equipment



April 24, 1951 H. (3. HAINES AUTOMATIC ENGINE STARTING EQUIPMENT 2 Sheets-Sheet 1 Filed May 24, 1949 MAN. AUTO.

311 mm- Pzzzw zzoza 6 t (Ittornegs April 24, 1951 H. G. HAINES 2,550,414 AUTOMATIC ENGINE STARTING EQUIPMENT Filed May 24, 1949 2 Sheets-Sheet 2 lnmentor attorneys Patented Apr. 24, 1951 UNITED AUTOMATIC ENGINE STARTING EQUIPMENT Harold G. Haines, Detroit, Mich, assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application May 24, 1949, Serial No. 95,099

The present invention generally relates to internal combustion engines and more particularly to automatic startin control systems therefor.

'I'he principal object of the present invention is to provide a simple starting control system for internal combustion engines of the compression ignition type including control means responsive to a demand for power from the engine for controlling sequence control means interconnected with control means and signals responsive to operative and defective conditions of the engine and the combined starting control means therefor to provide a preselected number and duration of cranking and rest periods of the engine cranking mean and including automatic resetting means for the sequence controlling means upon starting and operation of the engine when in operative condition and lockout means with manuel resetting means therefor to prevent cranking of the engine when not in operative condition and deenergization of the combined control system after failure of the engine to start after a preselected number of cranking and rest periods with signals indicating the particular defective condition of the engine.

The combined control means and control connections therebetween of this control system by which the above object is accomplished, together with other protective features provided thereby, will become apparent by reference to the following detailed description and drawings clearly describing and illustrating the details of this system.

Figure 1 is a wiring diagram of the automatic control system with the control apparatus and conventional engine cranking motor and fuel control apparatus shown in schematic form.

Figure 2 of the drawings is a side elevational view of certain control apparatus shown in Figure 1.

Figure 3 is a top plan view of the control apparatus shown in Figure 2.

Figure 4 is a reduced scale perspective view of the arrangement of the control apparatus shown in Figures 2 and 3.

As shown schematically in Figure 1 a conventional engine cranking motor CM is provided with any well known type of engageable drive means for operatively connecting the cranking motor GM to the engine crankshaft, not shown, when the cranking motor is energized and for disconnecting the drive upon deenergization of this motor. An electromagnetic crankin motor relay having a normally open pair of contacts which are bridged by an armature contact upon Claims. (01. 290-30) energization of the winding of this switch to control energization of the cranking motor CM. An electric battery B provides a source of energy for the cranking motor .and the control and signal apparatus.

As best illustrated in Figure l the control apparatus for the engine and cranking motor includes a manually operable selector switch generally indicated at MS, a manually operable starting switch CS, an engine power demand switch PDS, a motor operated sequence switch SS, engine speed, fuel and lubricating oil pressure and temperature responsive switches OS, FS, LS and TS, electromagnetically actuated engine governor, fuel and induction air control devices G, FF and ABD and electromagnetic control and signal relays Bi, R2, OSR, WR and LR, signal lights Ll, L2, L3 and L4 and an alarm bell AB electrically interconnected with the battery B by conductors to be subsequently described.

The manual selector switch MS is of the multigang contact type having six gangs A, B, C, D, E and F of stationary contacts, a rotary shaft provided with a knob movable between automaticstart, automatic-test, manual-start, and ofi positions. A pair of rotary contacts are provided on the shaft between the stationary contacts of gangs AB, CD, and E-F and the switch knob is shown in the automatic position for starting and operation of the engine, not shown, in response to actuation of the power demand switch PDS.

The power demand switch PDS includes a pair of stationary contacts and a contact movable into bridging relation thereby by any well known means responsive to the conditions in a power system requiring the starting and operation of the engine driving a power generator to supply the increased power demand on the power system, such as an electrical or fluid pressure power system and the like. The engine speed responsive switch OS includes two pair of stationary contacts and a pair of contacts cooperating therewith and movable by centrifugal weights driven by the engine for opening one pair of contacts upon operation of the engine above cranking speed and for closing the other pair of contacts upon operation of the engine at a speed in excess of operating speed.

The engine fuel pressure responsive switch FS includes two pair of stationary contacts and a pair of contacts cooperating therewith and movable by any well known pressure responsive means connected with the engine driven fuel 3 pump, not shown, to act upon proper build-up in fuel pressure delivered by this pump.

The engine lubricating oil pressure responsive switch LS includes a pair of stationary contacts and another contact normally in bridging relaion therewith and movable out of bridging relation by another similar pressure responsive element, not shown, upon proper build-up in lubrieating oil pressure to a safe value.

The engine cooling water temperature responsive switch TS includes a pair of stationary contacts and a contact movable into bridging relation therewith by a conventional thermostatic element, not shown, upon an abnormal rise in temperature of the engine coolant water.

The electromagnetically operated engine control device G includes a winding and a plunger for moving the speed and load setting means of the engine governor, not shown, to the operating position from the normal engine shut down position.

The electromagnetically actuated engine fuel control device also includes a winding and a plunger for moving the engine fuel rack or regulator to the operating position during cranking to obtain prompt starting of the engine.

The electromagnetically operated engine induction air control device ABD also includes a winding and a plunger for closing an air valve or actuating a tripping device for a spring closed air valve to shut on the supply of induction air to the engine in order to promptly shut down the engine.

The electromagnetic control and signal relays RI, R2, OSRV, WR, and LR include one or more pairs of stationary contacts, an armature having one or more contacts cooperating with the stationary contacts when moved from the normal position upon energization of the winding provided on each relay.

The motor operated sequence switch SS, as best shown in Figures 2, 3 and 4, includes a mounting base I, a driving motor l'vI secured thereto and operatively connected by speed reducing gearing, included in a housing and generally indicated at 3 on the motor, and including a driving pinion 5. A camshaft having a cam 5 provided with four angularly spaced cam lobes ii and a gear 13 secured thereto, is rotatably supported about an axis parallel to the axis of the driving pinion 5 in a bearing housing l5 having depending leg portions ii, the lower portions of which are pivoted by pivot pins IS in brackets 2i on the base I arranged on an axis parallel to and between and below the pinion and shaft axes so that the bearing housing 25 is normally rocked by gravity counterclockwise, as viewed in Figures 2 and 4, about the axis or" the pivot pins IS and away from the pinion 5 so that the lower corners of the legs ii, below the shaft axis, normally rest on the mounting base i and the gear i3 is normally held disengaged and spaced from the driving pinion 5, as best shown in Figure 4. A pair of resilient contact arms 23 are secured in vertically spaced relation to an insulating block 25 secured to the base i alongside the cam 9. A contact 27 is secured to each arm 23 so that the contacts 2'! are normally spaced apart. A cam follower 29 is secured to the contact arm 23 adjacent the earn 9 for engagement by the cam lobes ii when the bearing housing [5 is rocked clockwise to the position shown in Figures 2 and 3 to cause engagement or the gear l3 with the driving pinion 5 and thereby cause intermittent closure of the contacts 2'! upon intermittent engagement of the cam follower 29 upon rotation of the cam 9 and gear I3 by the pinion 5.

An electromagnet, generally indicated at 3| secured to the base l and including a Winding 33, shown in Figure l, and a plunger 35 movable to the right therein upon energization of the wind ing through the winding treminals 36 serves to rock the bearing housing l5 clockwise against gravity about the pivot pins 59 from the normal gear disengaged position, shown in Figure 4, to the position shown in Figures 2 and 3 to cause driving engagement of the gear i3 by the driving pinion 5 and intermittent closure of the contacts 2? upon engagement of the follower 29 on one contact arm by the cam lobes ll. A resiliently extensible linkage connects the plunger 35 of the electromagnet 3| with one leg I! of the bearing housing l5 to insure proper meshing of the teeth of the pinion and gear.

This linkage mechanism includes a link rod 31 pivoted at the outer end by a pin 38 to the outer end of the plunger 35. The inner end of the link rod 3'! extends through an opening in the inner transverse loop portion or a U shaped link 39, the opposite end of the legs of which extend along either side of a leg ll of the bearing housing l5 and are pivoted thereto by a pin 4|. A helical compression spring 43 is placed over the inner end of the link rod 31 within the U shaped link 39 and a cotter key 45 is placed in an opening adjacent the inner end of the link rod so that one end of the spring 43 bears on this key and the other end bears on the loop portion of the link 39 and tends to foreshorten this linkage. Another cotter key 4'! is placed in an opening in the link rod outside the loop portion of the U shaped link and the outer face of this loop portion normally bears on the key 4"! and limits foreshortening of this linkage mechanism. It will be evident that this resiliently extensible linkage permits movement of the magnet plunger 35 and link rod 3? to the right relative to the U shaped link 39 compressing the spring 43, should the top of the tooth of the gear l3 initially contact the top of the tooth of the pinion 5 and that the compressed spring accordingly causes further movement of the gear into proper mesh with the pinion upon slight relative rotation thereof by the motor M with respect to the gear.

The gear 13 is continuously urged clockwise to hold a stop pin 49 secured thereto into contact with a stop arm 51 secured to a bracket 53 on the mounting base I by a helical spring 55 on the shaft '1 having one end 51 shown projecting through an opening in the cam 9 and the other end 55 hooked on the pin 4! by which the legs of the U shaped link 35 are pivoted to the leg ll of the bearing housing 55. Upon engagement of the gear l3 with the pinion 5 and proper meshing of the teeth thereof, the motor M drives the pinion clockwise and the gear, shaft and cam counterclockwise and further tensions the spring 55 between the cam and leg of the bearing housing. The stop pin 49 on the gear 13 is positioned to contact and move the contact arm 6! of a limit switch, generally indicated by the character reference G3, on the bracket 53 when the gear is rotated approximately one revolution to open one pair of contacts 64 of this switch and close another pair of contacts 65, shown in Figure 1, in which position the contact arm is retained by gravity and friction. This causes deenergization of the motor M and electromagnet 3| and the spring 43 causes the gear l3, when disengaged by gravity from the pinion 5, to be reset to its former position with the stop pin 49 held in contact with the stop arm 5| The contact arm SI of the limit switch can only be set to its original position manually to permit reenergization of the motor M and electromagnet winding 33.

It will be noted in Figure 1 that with the manual selector switch MS in the automatic position, as shown, for setting up automatic operation of this engine starting and control system the upper right-hand stationary contact of gang A and the upper left-hand stationary contact of gang B are bridged by rotary contacts electrically interconnecting these stationary contacts which are shown connected in series with the winding of the relay RI and the normally open pair of contacts of the power demand switch PDS across the battery B by conductors 66, 66a, I21, 61, 69, II, 13, 15 and 11. The conductor 66a connects the righthand upper and lower stationary contacts of gang A. The normally open contacts of the cranking motor relay CR and cranking motor CM are connected in series across the battery B by conductors 66, 19, BI, 83 and 11. The normally closed contacts 64 of the limit switch 63, the normally open contacts of the relay RI, the bridged upper right stationary contact of gang C and right lower stationary contact of gang D of the switch MS and the winding of electromagnetically actuated governor speed setting device G are connected in series between the conductors 91 and 15 by conductors 85, 81, 89, 89a and 89b. The conductor 89a connects the right upper and lower stationary contacts of gang C and the lefthand lower contact of this gang is connected by a conductor 90 to the conductor 68. One terminal of the motor M and the electromagnet winding 33 of the sequence switch SS are connected in parallel with the conductor 89. The opposite terminal of the motor is connected in series with a rheostat R, one terminal of which and the other terminal of the electromagnet winding 33 are connected to conductor 9| included in series return circuit relation with the normally closed upper pair of contacts of the relays OSR, WR and LR and the upper closed contacts of the switch OS by conductors 89, 9!, 93, 95, 91, 99, IOI, 15 and 11.

The normally open upper contacts of the fuel switch FS, the normally closed contacts of the lubricating oil switch LS and winding of the relay LR are connected in series between conductors 61 and 99 by conductors I03, I05, I01 and I09.

The winding of the relay WR and the normally open pair of contacts of the water temperature switch TS are connected in series between the conductors 61 and 15 by conductors III, H3 and H5.

The winding of the relay OSR and the normally open pair of contacts of the speed switch OS are connected in series between conductors 81 and NH by conductors H9, I2I and I23.

The normally open upper pair of contacts of the relay R2 and winding of the electromagnetically actuated engine fuel control device FP are connected in series between conductors 61 and 15 by the conductor I25.

The lower normally open contacts of the relay R2 and winding of the cranking motor relay CR are connected in series between conductors 61 and 15 by conductors I21 and I29. The normally open contacts of the manual starting switch CS are connected in series between conducto I29 and the left lower stationary contact of gang A of the manual selector switch MS by conductors I29a and I291). The winding of the relay R2 and normally open contacts 21 on the cam operated contact arms 23 of the motor operated sequence switch SS are connected in series between conductors 89 and H by conductors I33 and I35.

The normally open pair of contacts second from the top of the relay LR are connected in series between conductors I01 and H by conductors I 31I39. The normally open pair of contacts of the relay LR third from the top, the winding of the electromagnetically actuated engine induction air shut-off device ABD and the lower normally open contacts of the fuel switch FS are connected in series between conductors I03 and 99 by conductors I43, I45, I41 and I49. The normally open pair of contacts of the relay LR second from the bottom and the alarm bell AB are connected in series between conductors I05 and 13 by conductors I5I, I53, I55 and I51 and the normally open contacts of the limit switch 63 are connected in series between the conductors 85 and i55 by a conductor I58. The lower pair of normally open contacts of the relay LR and signal lamp L4 are connected in series between conductors I05 and 1| by conductors I59, I6I and I62.

The pair of normally open contacts second from the top of the relay WE are connected in series between conductors H3 and II by conductors I63 and I65. The third pair of normally open contacts from the top of the relay WR' are connected by conductors I 61 and I69 in series between conductors III and I45. The normally open pair of contacts second from the bottom of the relay WR are connected in series between conductors III and I55 by conductors HI and I13 and the normally open bottom contacts of this relay and the signal lamp L2 are connected in series between conductors III and H by conductors I15, I11 and I19.

The pair of normally open contacts second from r the top of the relay OS'R are connected in series between the conductors I2I and H by conductor I8I. The normally open contacts of this relay third from the top are connected in series between conductors I I 9 and I45 by a conductor I83. The normally open pair of contacts second from the bottom of the relay OS-R are connected by a conductor I 85 in series between conductors H9 and I55 and the bottom normally open contacts of this relay and the signal lamp L3 are connected in series between conductors H9 and H by conductors I81, I 89 and I9I. The other signal lamp LI is connected in series between conductors I55 and H by a conductor I93.

The upper right-hand and lower right-hand stationary contacts of gangs E and F of the man" ual selector switch are connected in series between conductors 59 and H by conductor I95.

With the contacts of the switches and relays in the position shown, an energizing circuit is set up from the battery B including the bridged contacts in gangs A. and B of the manna] selector switch MS, the normally open contacts of the power demand switch PDS and winding of the relay RI and conductors 59, 69a, I21, 51, 99, II, 13, 15 and 11. This circuit is completed by closure of the contacts of the power demand switch PDS causing closure of the contacts of the relay RI. This causes energization of the driving motor M and electromagnet 3| of the selector switch SS and driving engagement between the motor driven pinion 5 and camshaft gear I3and engagement of one lobe II of the cam 9 with the cam follower 29 on one contact arm 23 and movement of this arm and contact thereon into contact with the contact 21 on the other contact arm and tensioning of the spring 55 between the cam 7 and the leg I1 of the bearing housing I5 supporting the camshaft in the manner previously described. The winding of the electromagnetic governor speed and load setting means G is also energized to move the governor speed and load setting means to the operative position. lhe energizing circuit for the motor M and electromagnet 33 of the sequence switch SS includes the bridged contacts of gangs AB of the manual selector switch MS, closed contacts 54 of the limit switch 63 of the sequence switch, the closed contacts of the relay RI and the closed upper contacts of the engine water temperature, lubricating oil pressure and overspeed relays WR, LR and OSR and conductors 66, 56a, I21, 51, 85, 81, 89, 9|, 93, S5, 91, 99, IOI, and 11. A branch energizing circuit is also established through conductor 85, bridged gang contacts CD of the manual selector switch MS, conductors Sta, 8%,

winding of the electromagnetic governor setting means G and conductors 15-l1 to set the governor to the engine operating speed and load position.

Upon initial closure of the contacts 21 by the first cam lobe ll of the motor sequence switch SS a branch energizing circuit is also completed through the winding of relay R2 through these contacts and conductors 89, I33, I35, 15, 13, 15, 11. This causes simultaneous closure of both the upper and lower pairs of contacts of the relay R2. Closure of the upper pair of contacts of the relay R2 completes an energizing circuit through the winding of the electromagnetic engine fuel control device FP to move the engine fuel rack to the proper speed and load setting desired for prompt starting. This energizing circuit comprises the conductors 61, I25, 15 and 11. Closure of the lower contacts of the relay R2 completes an energizing circuit through conductors 61, I21 and I29, the winding of the cranking motor relay CR and conductors 15 and 11 to cause closure of the contacts of this relay to cause energization through conductors 65, 1s, Si, 33 and 11 of the engine cranking motor CM to crank the engine. Cranking of the engine and energization of the engine electromagnetic fue1 control means FP continues for an interval determined by the angular length of the cam lob-es II and interval these lobes engage the cam follower 29 to retain the contacts 21 of the sequence switch SS closed, after which these contacts open for an interval determined by the angular depression between the lobes of the cam to cause deenergization of the engine cranking motor CM and fuel control device FP. With the Diesel engine in normal starting and operating condition fuel oil pressure builds up sufiiciently during cranking to cause closure of both pairs of contacts of the fuel switch FS and starting and operation occurs during this initial cranking period which causes the upper pair of contacts of the overspeed switch OS to open. This deenergizes the sequence switch SS and electromagnet 3| which in turn permits contacts 21 to open thereby deenergizing relay R2 which in turn deenergizes fuel control device PP and to simultaneously deenergiz the cranking motor relay CR and motor M and electromagnet 3| of the sequence switch and thereby cause disengagement of the driving connection between the motor driven pinion 5 and gear I3 on the camshaft 1 and permit rocking movement by gravity of the camshaft bearing housing l5 and cam lobe out of contact with one of the contact arms 23 of this switch and, thereby open the contacts 21 on these arms and allow the Spring 55 on the camshaft to reset this shaft to its normal position with the stop pin 49 on the gear I3 to contact the stop arm 5| of the sequence switch.

Should the engine speed rise to an abnorml value after starting due to defective governor operation the lower contacts of the overspeed switch will close and cause energization of the winding of the relay OSR, serving as an overspeed relay, through conductors 61, H9, I2I, I23, IGI, 15 and 11. This causes the opening of the upper pair of contacts and closure of the other pairs of contacts of the overspeed relay OSR. Opening of the upper pair of contacts opens the return circuit from the motor M and electromagnet 3| of the sequence switch SS to prevent further cranking of the engine. Closure of the second pair of contacts from thetop of the relay OSR completes a holding circuit for the relay winding comprising conductors '61, H9, I2I, I8I, 1t, 13, 15 and 11. Closure of the third pair of contacts from the top of the relay OSR, completes an energizing circuit comprising conductors 51, I83, I45, I41, the closed lower pair of contacts of the fuel switch FS and conductors I49, IDI, 15 and 11 to the winding of the electromagnetic engine induction air shutoff means ABD to shut the engine down. Closure of the fourth pair of contacts from the top of the relay OSR. completes a holding circuit to the alarm bell AB through conductors 61, H9, I85, I55, I51, 13, 15 and 11 and closure of the lower pair of relay contacts completes an energizing circuit to the signal lamp L3, serving as an overspeed signal, through conductors 61, H5, I81, I89, I9I, 1|, 13, 15 and 11. ould the lubricating oil pressure fail to up to a safe value during engine cranking below this safe value when operating at 1 or speed and load the contacts of the lubricating oil switch LS will remain closed to set up a circuit through these contacts, the winding of the relay LR, serving as a lubricating oil relay, the closed upper pair of contacts of the fuel switch F5 and conductors 61, I03, I55, I01, I09, 98, tel, and H to cause the opening of the -r pair of contacts of the lubricating relay .ll'lCl simultaneous closure of all of the other '..'s of the contacts of this relay. The opening of the upper pair of relay contacts will cause the oening of the above mentioned return circuit to the sequence switch motor M and electromagnet and thereby automatically resetting the sequence switch to the normal position to cause opening of the circuit to the winding of the relay R2 and the contacts thereof which causes deenergization of the winding of the cranking relay CR and engine fuel control device F]? to discontinue cranking of the engine by the cranking CM. Closure of the second pair of contacts from the top of the relay LR completes a holding circuit to the relay winding through conductors 61, W3, I85, I51, I31, I39, 1|, 13, 15 and 11. Closure of the third pair of contacts from the top or" the relay LR establishes an energizing circuit through the engine air shutoff ABD, closed lower contacts of the fuel switch FS and'conductors 5?, I83, M3, I45, I41, I49, 99, IflI, 15 andli to cause shut down of the engine. Closure of the fourth pair of contacts from the top it? relay LR establishes a circuit through the m hell AB and conductors I5I, I53, I55, I51, 53, "5'5 and 11 and closure of the lower pair of relay contacts completes a circuit to the signal light L4, serving as a lubricating oil signal, through conductors '51, I03, I59, IGI, |52,1I, 13, 15-and I1.

Should the engine coolant water temperature rise to an abnormal value when operating or after stopping due to opening of the power demand switch PDS causing deenergizing of the Winding of the relay RI and the opening of the relay contacts thereby causing deenergizing of the winding of the engine governor speed setting means causing it to move to the engine shut down position, the contacts of the temperature switch will close. This completes a circuit through the winding of the relay WR, serving as a water temperature relay and conductors 61, III, H3, H5, 15 and 13 and causes the opening of the upper pair and closure of the other pairs of contacts of the water temperature relay WR. Opening of the upper pair of contacts of the relay WR likewise opens the return circuit from the motor M and electromagnet 3| of the sequence switch SS and the energizing circuit to the winding of the engine fuel control device F1? to prevent cranking of the engine. Closure of the secondpair of contacts from the top of the relay WR establishes a holding circuit through the relay winding and conductors 61, III, I|3, I63, I65, 1|, 13, 15 and 11. Closure of the third pair of contacts from the top of the relay WR completes a circuit through the engine air shutoff device ABD and conductors 51, III, I51, I69, I45, I41, I49, 99, IDI, 15 and 11 to cause shut down of the engine if operating. Closure of the fourth pair of contacts from the top of the relay WR completes a circuit through the alarm bell and conductors 61, III, I1I, I13, I55, I51, 13, 15 and I1 and closure of the lower pair of relay contacts completes a circuit through the signal lamp I2, serving as an overtemperature signal, and conductors 61, III, I15, I11, I19, 1|, 13, 15 and 11.

Should the engine fail to start due to lack of fuel oil pressure the fuel switch contacts will remain open and after the first engine cranking and rest period the other cam lobes of the sequence switch SS will successively reclose the contacts 21 thereon to cause a second, third and fourth cranking period for the engine and rest periods after the second and third periods. During the fourth cranking period the stop pin 49 on the camshaft gear I3 or the sequence switch contacts and moves the contact arm 6| of the limit switch 63 out of contact with contacts 64 and into contact with contacts 65 of this switch. Opening of the contacts 64 of the limit switch 63 on the sequence switch SS opens the circuit through the contacts of the relay RI t the motor M, electromagnet 3| and contacts 21 of the sequence switch, governor speed setting means G, operating coil of relay R2 which in turn opens the circuit to the winding of the engine fuel control device FP to render the sequence switch SS inoperative to cause further cranking of the engine unless the arm 6| of the limit switch is manually reset to its normal position in contact with the switch contacts 64. C10- sure of the other switch contacts 65 completes a circuit comprising conductors 61, 85, I58, I93, 1|, 13, and 11 to the signal lamp LI, serving as an overcranking signal and also completes a circuit comprising conductors I 58, I 55, I51, 13, 15 and 11 to the alarm bell AB. A test for automatic operation of the control system may be made by rotating of the manual selector gang switch clockwise one-quarter revolution from the automatic position shown, to the automatic test position. This causes bridging of the lower right contact of gang A with the upper left contact of gang B, bridging of the lower right contacts of gangs C and D and bridging of the upper right contact of gang E with the lower right contact of gang F. Bridging of the above contacts in gangs AB--E-F establishes an energizing circuit through the winding of the relay RI and conductors 66, I21, 61, I95, 1|, 13, 15 and 11 causing closure of the contacts of the relay RI. This establishes a branch energizing circuit through the contacts 64 of the sequence switch SS, closed contacts of the relay RI, motor M and electromagnet 93 of the sequence switch, closed upper pair of contacts of each of the relays OSR, WR, LR and speed switch OS and conductors 61, 95, 81, 89, 9|, 93, 95, 91, NH, 15 and 11. Another branch circuit is established through the bridged contacts of gang contacts CD and winding of the governor speed setting means G and conductors 89, 89b, 15 and 11. This causes the engine governor speed setting means to be set in the engine operating speed and load position and causes rotation of the camshaft causing closure of the contacts 21 of the sequence switch to cause four engine cranking periods accompanied by operation of the engine fuel rack setting means with rest periods therebetween followed by opening of the limit switch contacts 64 and closure of the contacts 65 to deenergize the cranking motor CM, sequence switch motor causing resetting of the sequence switch and energizing the over cranking lamp LI and alarm bell AB in the same manner as previously described should the engine fail to start during any of the four cranking periods. As explained it is necessary to reset the limit switch 63 manually in order to render the sequence switch operative after an unsuccessful start in four cranking periods of the engine. If the engine starts the speed switch will open and discontinue operation of the sequence switch and cranking motor and the sequence switch will be automatically reset.

Movement of the manual selector switch knob and rotary contacts counterclockwise a half revolution from the automatic-test to the off position causes opening of the stationary contacts in each of the gang contacts of the selector switch.

Movement of the selector switch knob and rotary contacts a quarter revolution from the off position to the manual test position causes the bridging of the left lower and upper stationary contacts of the contact gangs AB and the bridging of the left and right lower stationary contacts of the contact gangs CD. Bridging of the contacts of gangs AB sets up a circuit to the manual starting switch CS and winding of the cranking relay CR, comprising conductors 66, I291), I29a, I29, 15 and 11, and this circuit is comp eted upon manual closure of the starting switch to cause closure of the cranking motor relay contacts which energizes the cranking motor CM through conductors 55, 19, 8|, 83 and 11 to crank the engine. The bridging of the contacts in the selector switch gangs CD completes a circuit through conductors 66, 99, 89b and the winding of the governor speed and load setting means to aid in starting of the engine. The engine fuel control device FF is not energized at this time to obtain as prompt starting as when the selector switch is in automatic or automatictest positions.

Theabove described automatic starting and control system for internal combustion power plants enables these power plants to be located in remote districts and interconnected by a power 11. line to start automatically upon a demand for power on the line. Frequent servicing of these power plants is unnecessary on account of the protective means included in the control system which prevent damage to the engine and starting means due to defects therein by looking out the starting control means after providing a given number of engine cranking and rest periods and leaving signal indications of the defects preventing starting of the engine. These signals and the manual selector switch provide means whereby the defects may be readily detected, quickly corrected and a test made to determine if the system is capable of automatic operation.

I claim:

L In an engine starting system, an engine cranking motor, a source of energy therefor, energizing connections including switching means interconnecting said cranking motor and energy source, said switching means including a motor operated, spring reset cam switch for alternately energizing and deenergizing said cranking motor to provide engine cranking and rest periods, an engine driven speed responsive switch operable upon starting and operation of the engine to deenergize said motor operated cam switch and cause spring resetting thereof, and a power demand switch operable upon a demand in power from the engine for energizing said motor operated cam switch.

2. In an engine starting system, an engine cranking motor, a source of energy therefor, energizing connections including a plurality of switching means interconnecting said cranking motor and said energy source, said switching means including a motor operated, spring reset cam switch for alternately energizing and deenergizing said cranking motor, a limit switch manually movable to a closed position to maintain said motor operated cam switch energized and operably connected thereto and operable to an open position upon a preselected number of alternate energizing and deenergizing periods of said cranking motor to deenergize said motor operated cam switch and limit operation thereof upon failure of the engine to start and to cause spring resetting of said cam switch, an engine operated switch operable upon starting and operation oi said engine at normal speed to deenergize said motor operated cam switch and also cause spring resetting thereof, and a power demand switch operable upon a demand for power from the engine to control energization of said motor operated cam switch.

3. In an engine starting system, an engine cranking motor, a source of energy therefor, energizing connections including switching means interconnecting said cranking motor and said energy source, said switching means including a motor operated cam switch alternately controlling energization and deenergization of said cranking motor to provide a preselected number of engine cranking and rest periods, a limit switch manually movable to one position to maintain energization of said motor operated cam switch and operably connected. thereto and movable to a dcenergizing control position to limit movement of said cam switch upon failure of the engine to start after a preselected number of cranking and rest periods, a power demand switch operable only upon a demand in power on the engine for controlling energization of said motor operated cam switch, an engine operated switch operable upon normal operating speed of the engine to deenergize said motor op- 12 erated cam switch, a manually operable control switch and manually operable switching means movable to one position for connecting said power demand switch in said energizing connections for automatic control of said motor operated cam switch, said manually operable switching means being operable to another position to connect said manually operable control switch for directly controlling energization of said cranking motor.

4. In an engine starting control system, an engine cranking motor, a source of energy therefor, energizing connections including switching means interconnecting said cranking motor and said energy source, said switching means including a motor operated cam switch alternately controlling energization and deenergization of said cranking motor to provide a preselected numberof engine cranking and rest periods, a limit switch manually set to an energizing control position for maintaining energization of said motor operated cam switch and operable thereby to cause deenergization thereof after a preselected number of energization and deenergization control periods, a power demand switch automatically operable upon a demand in power from the engine to control energization of said motor operated cam switch, a manually operable cranking motor control switch to control energization of said cranking motor, a manually operable selector switch movable to an automatic control position to connect said power demand switch in the energizing connections for automatic control of said motor operated cam switch, movable to a manual test position to connect said cranking motor control switch in said energizing circuit connections to said cranking motor, movable to an automatic test position to shunt said power demand switch for directly controlling energization of said motor operated cam switch, and movable to an off position for opening said energizing control connections and an engine operated switch operable only in response to operation of said engine at normal speed to deenergize said motor operated cam switch.

5. In an engine starting system, an engine cranking motor, a battery, electromagnetic fuel and speed setting control means for said engine, a motor operated cam switching means comprising a driving motor, a camshaft, a switch operable by said camshaft, electromagnetic means for connecting said camshaft in slow speed driving engagement with said motor to cause alternate closure and opening of said cam operated switch, a spring biasing said camshaft to a starting position, a limit switch manually operable to a closed position and operably connected to said camshaft for movement to an open position upon a preselected movement of said camshaft by said motor, a power demand switch movable to a closed position upon a demand in power from said engine, an engine speed responsive switch movable from a closed to an open position upon starting and operation of said engine to normal speed, electrical control connections interconnecting said camshaft operated switches in control relation with said cranking motor, said electromagnetic fuel setting means and said speed responsive switch and energizing control connections interconnecting said power demand switch in energizing control relation between said battery and said camshaft driving motor, said electromagnetic speed setting means, said electromagnetic connecting means for the motor and camshaft and the switching means operable by said camshaft.

6. In an internal combustion engine starting system, an engine cranking motor, a battery supplying power thereto, power connections internecting said cranking motor with said battery and including electromagnetically operated engine control means, a motor operated cam switch, a plurality of switching means responsive to different engine operating conditions, said camswitch and engine condition responsive switches being interconnected to control intermittent operation of certain of said electromagnetically operated engine control means and cranking motor, a power demand switch operable in response to a demand in power on said engine for controlling energization and operation of said motor operated cam switch, certain other of said electromagnetically operated engine control means, one of said engine conditioning responsive means being operable in response to normal operating speed of said engine to deenergize said motor operated cam switch, one of said electromagnetically operated engine controlling means serving to shut off the engine induction air sup ply and said engine condition responsive switches being connected in circuit relation therewith and operable in response to the occurrence of abnormal engine conditions to energize the electromagnetic engine induction air shutoff means 7. In an internal combustion engine starting system, a cranking motor, a battery for supplying power to the cranking motor, electrical control comiections interconnecting said cranking motor and battery and including an electromagnetically actuated engine speed and fuel control means and engine induction air supply shutoff means, a

motor operated cam switch operable when enc gized to control intermittent energization of cranking motor and said electromagnetically actuated engine fuel control means, a power demand switch operable upon a demand in power from said engine to control energization and operation of said motor operated cam switch and said electromagnetically actuated engine speed control means, a plurality of switches acting in response to normal engine staring and operating conditions and relays controlled thereby, said relays normally maintaining the motor operated cam switch energized and operable, one of said switches acting upon normal operating speed conditions for deenergizing said motor operated cam switch, each of said relays being connected by control connections to alarm signal means and said electromagnetically actuated engine induction air supply shutoff means for controlling energization thereof to shut down said engine and deenergize said motor operated cam switch, a manually operable cranking motor control switch and a manually operable selector switch for selectively connecting said cranking motor control switch and said power demand switch in control relation with said cranking motor.

8. In an internal combustion engine starting system. an engine cranking motor, a battery for supplying power thereto, power connections interconnecting said cranking motor and battery and including motor operated switching means, an engine driven switch normally acting to set up a power connection to said motor operated switching means from said battery with the engine at rest and operable upon starting and running of the engine at normal speed to open the power connection set up between and a power demand switch operable upon a demand in power from the engine to complete the power connection set up by said engine driven switch, said motor operated switching means comprising a base, a driving motor mounted thereon, said motor having a driving shaft, a driving pinion on said shaft, a bearing support pivotally mounted on said base and normally urged by gravity away from said driving pinion, a camshaft rotatably mounted in said bearing support, a gear on said camshaft normally spaced alongside said driving pinion, a stop on said gear, a spring urging said gear in one direction of rotation into contact with a portion of said base, a switch on said base adjacent said camshaft intermittently operated thereby from a normally open position to a closed position, a limit switch pivoted on said base and manually movable to a closed position and contactable and movable by said stop on said gear upon a preselected angular movement of said stop from engagement with said base, and electromagnetic means for moving said bearing support from its normal gravity urged position to engage said gear with said motor pinion for rotation thereby, said limit switch, said cam operated switch, said motor and said electromagnetic means being connected in said power connections in controlling relation between said power demand switch and said engine operated switch.

9. In an engine starting system, electrically operated engine cranking means, electrically operated means to increase the engine fuel for starting the engine, electrically operated engine speed setting means to control the speed of operation or shut down of the engine, an electrical power source, and power circuit connections and switching means interconnecting the power source and said electrically operated means, said switching means including an electric motor operated cam switch to control intermittent operation of the engine cranking and fuel varying means, engine speed responsive means to disconnect the motor operated cam switch upon starting of the engine and a control switch movable to a closed position to control operation of the engine speed setting means and the motor operated cam switch to cause starting and operation of the engine, said control switch being mov able to an open position to disconnect the engine speed setting means in order to cause shut down of the engine.

10. In an engine starting system, an electrically operated engine cranking means, electrically operated engine fuel increasing means for starting the engine, electrically operated engine speed setting means, means to cause the engine to operate at normal speed, said engine speed setting means when deenergized causing shut down of the engine, an electric power source and power circuit connections and switching means interconnecting said source and said electrically operated means, said switching means including an electric motor operated cam switch to control intermittent operation of the engine cranking and fuel increasing means to cause starting of the engine, switching means operable upon abnormal engine operating conditions to disconnect the motor operated cam switch to prevent engine starting, a switch operable upon starting and operation of the engine to disconnect the motor operated cam switch and a control switch movable to a closed position to control operation of the motor operated cam switch to cause starting and normal engine operation and movable to an open position to deenergize the engine speed setting means and cause shut down of the engine.

HAROLD G. HAINES.

(References on following page) REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Heard Feb. 14, 1922 Ide Mar. 19, 1929 Federle Nov. 12, 1929 Larkin Sept. 23, 1930 Frese Nov. 27, 1934 Johnson Apr. 16, 1940 Number Number 10 696,046 

